Typewriting machine



July 4, 1944 R. voN REPPr-:RT 2,353,095

TYPEWRITING MACHINE Filed June 2,5, 1942 7 Sheets-Sheet l July 4, 1944. R. voN REPPERT TYPEWRITING MACHINE '7 Sheets-Sheet 2 mm will Rw mf mm W N\\ wNwx IM I- .f Y' 6 2 4 9 l 5. mm 2 e n u J. .w .n @QS F .NGE

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July 4, 1944. R. voN REPPERT 2,353,095

TYPEWRITING MACHINE Filed June 25, 1942 '7 Sheets-Sheet 3 NTOR.

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July 4, 1944.

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July 4, 1944 R. voN REPPERT 2,353,095

TYPEWRITING MACHINE Filed June 25. 1942 '7 Sheets-Sheet 5 A TTORNEY.

July 4, 1944.

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Patented July 4, 1944 TYPEWRITING MACHINE Richard Von Reppert, Rochester, N. Y., assignor to International Business Machines Corporation, New York, N. Y., a corporation of New York Application June 25, 1942, Serial No. 448,369

12 Claims.

This invention relates to typewriting machines. l

An object of the present invention is to provide an improved denominational tabulating mechanism, or what is sometimes called a decimal tabulator.

An object is to provide a denominational tabulating mechanism which is fully operated by power under control of manipulative devices such as denominational keys.

An object is to provide denominational tabulating mechanism with means to prevent rebound irrespective of the denominational position in which the carriage may be arrested.

Another object is to provide a denominational tabulating mechanism with means to absorb the severe shocks arising from the longer tabulating movements of the carriage.

Other objects of the invention will be pointed out in the following description and claims and illustrated in the accompanying drawings, which disclose, by way of example, the principle of the invention and the best mode, which has been contemplated, of applying that principle.

In the drawings:

Fig. 1 is a vertical section through the machine.

Fig. 2 is a front elevation of the keyboard with parts of the framework broken away.

Fig. 3 ls a. front elevation of the part of the tabulating mechanism which cooperates with the tabulator stop bar on the carriage.

Fig. 4 ls a large scale vertical section on the line 4-4 in Fig. 3.

Fig. 5 is a large scale vertical section on the line 5-5 in Fig. 3.

Fig. 6 is a large scale vertical section on the line 8 6 in Fig. 3.

Fig. 'l is a large scale vertical section on the line 'l-l in Fig. 3.

Fig. 8 is a large scale horizontal section on the line 8-8 in Fig. 3.

Fig. 9 is a large scale vertical section on the line 9-3 of Fig. 8.

Fig. 10 is a detail plan view of the releasing means for the counter-stop carriage, showing the latter in normal position.

Fig. 11 is a view similar to Fig. 10 but showing the counter-stop carriage in released position.

Fig. 12 is a vertical section on the line I2|2 in Fig. 2.

Fig. 13 is a large scale detail view of the friction governor and trip lever for the carriage return mechanism.

The present invention has been disclosed in the drawings as applied to a power operated typewriter and, for convenience in illustration, has

been shownk with reference to the well known Electromatic' typewriter, also known as the International." It will be understood., however, that the invention may be applied to other forms of power operated typewriters or to manually operated typewriters. Since the mechanism of the Electromatic typewriter is now well known in the art, only a very brief general description will be given herein for convenience.

The power to operate the machine is provided by a power roller 20 (Fig. 1) which rotates continually in the direction of the arrow while the machine is in use. Pivotally mounted on cross rods 2i are cam units generally designated 22, 23 which are controlled by the character keys 26, by the space bar 25, and by the tabulating key l2li. Whenever one of the character keys 24 is depressed, it controls a cam unit 23 to operatively condition the cam unit for actuation by the power roller 20 in a well known way. This causes'the operative cam unit 23, (Fig. 1) to rock in a counterclockwise direction and pull down a link 21, f

The links 21 are connected to sub-levers 28 pivoted on a rod 29 suitably supported in framework and rock the sub-levers 28 in a clockwise direction. Each sub-lever 28 is connected to a type bar 30 by means of a link 3| and a toggle 32 whereby the rocking of any sub-lever 28 in a clockwise direction actuates the type bar 3l) in a counterclockwise direction to eifect an impression upon a work sheet on the platen 33. The platen 33 is rotatably mounted in the main or platen carriage 3d which is movable on the `front rail 35 and the rear rail 36.

Ordinarily, the tabulating key 23 directly controls the cam unit 22 which has a single lobed cam and is operatively connected to the tabulating mechanism to eiiect the operations of actuating a single counter stop into the path of column stops on the main carriage and at the same time to release the escapement mechanism.

In the present case, the tabulating key 26 indirectly controls the cam unit 22 in a manner which will be made clear hereinafter and, when rendered operative, the cam unit 22 provides power for raising a selected one of a bank of counter stops into the path of a column stop on the main carriage.

The column stops 31 are mounted upon a stop bar 38, (Figs. 1 and 3 to 7). column stops 31 and stop bar 38 are constructed like the onesA disclosed in Patent No. 2,157,053, but the stop bar is so arranged, as most clearly shown in Figs. 4 to 7, that the portions 31a which Conveniently the are engaged by the counter stops project downwardly when the stops are set to active position, instead or to the right. As in the above patent, the mechanism is provided with a special setting key 39 (Fig. 2) and a clearing key 46, which through a linkage not shown, .controls a stop showing lever'4l (Fig. 1) and a clearing cam lever 42, both of these levers being pivoted on a stud 43 (see Fig. 7 also) supported by a bracket 44 carried by the framework. The setting lever 4I has a stop setting head 41a similar to the stop setting head in the above patent, which in this case projects downwardly and is moved downwardly whenever the key 39 is depressed, to rock a stop 31, such as the one in front shown in Fig. 5, in a counterclockwise direction to the position of the foremost stop 31 in Fig. 4. Figs. 1 and 5 show in iront the position of an unset stop while Figs. 4, 6

and 7 show in front stops which have been set to active position.

The clearing lever 42 has a cam portion 42a in the form of a V-shaped bend providing two cam surfaces designed to engage the tail 31h (Fig. 4) of the set stop and move it downwardly to thereby restore the stop to unset position as in Fig. 5. The stops are held in set and unset positions respectively by a spring plate 45 (Figs. 4 to 6) formed with prongs or teeth engaging the tails 31h of the stops 31. The stop bar 3B is provided with a guard plate 46 which protects the spring plate 45 and with a rebound rack 41, the function of which will be made clear hereinafter.

The bulk of the denominational tabulating mechanism is mounted on a plate 48 (Figs. 1 and 3 to 11) which extends vertically parallel with the rails 35, 36 which support the main carriage 34, and is secured to the base 49 by means of the studs 50 and suitable spacers 5|, as shown in Figs. 1 and 4.

The mechanism is provided with a bank of ten denominational counterstops 52 which are most clearly shown in Figs. 6, 8 and 9. These counterstops take the form of iiat plates vertically comprising the plates 53, 55 and the blocks 54 forms a denominational counterstop carriage which is horizontally slidably mounted on the plate 48. For this purpose each block 54 is provided with two vertically aligned pins 56 which project horizontally to right and left (Figs. 8 and 9) through holes in brackets 51 secured to the front face of the plate 48 adjacent its upper edge as most clearly shown in Figs. 8 to 11.

Secured to the under side of the plates 55 by the same screws fastening said plates to the blocks 54, is a frame plate 58 (Figs. 3 to 9) having a projection 58a (Figs. 4 and 8) engaging the side of a latch lever 59 pivoted at Sii (Figs. l, 3 and 4) on a bracket 6i secured to the front face of the plate 48 on its lower edge. The bracket 6I, together with a similar bracket 62, supports most of the power operating mechanism for the counterstops v52, as will be made clear hereinafter.

Normally the projection 58a holds the denominational counterstop frame or carriage in its normal or left-hand position with reference to Figs. 3 and 10 by engaging the side of the lever 58.

However, when the lever 56 ls-rocked counterclockwise (Fig. 4) an opening 59a in the upper end o! the lever 59 is brought into register with the projection 58a and allows the projection to pass into said opening as in Fig. 11, thereby permitting the counterstop carriage comprising the plates 53, 55 and the blocks 54 to move approximately half a letter space of the main carriage and to the right (Figs. 3, 8, 9, 10) to the position shown in Fig. 11. Also the movement of the projection 58a into the opening 59a serves to lock the lever 59 against rotation for a purpose which will be made clear hereinafter.

In order to move the denominational counterstop carriage in the foregoing fashion, there is provided a spring 63 (Fig. 3) which is anchored to a pin carried by the plate 48 and to'a bracket 64 attached to the denominational stop carriage. If any of the denominational stops 52 has been elevated, movement of the stop carriage will move the upper end of the elevated denominational counterstop nearer the particular set column stop 31 which is ultimately to engage the denominational stop to arrest the main carriage.

Pivoted at 65, as most clearly shown in Fig. 6, to each stop 52, is an operating hook or link 66 which is urged in a counterclockwise direction by means of a spring 61, there being a hook 65 and a spring 61 for each counterstop 52. The springs 61 are anchored to a U-shaped frame 68 suspended from the under side of the denominational counterstop carriage, this frame being formed with cross bars 68a to which the springs 61 are anchored. The lower end of each hook or link 66 is provided with a horizontal slot 66a, best shown in Fig. 6, located opposite the cross bar 69 of a common actuating bail including side arms 10, which bail is pivoted on studs 1I carried by the brackets 6|, 62. This bail or actuator is oscillated in a clockwise direction (Figs. 4, 5, and 6) to raise the cross bar 69 by mechanism presently to be described. If any of the links or hooks 66 have been rocked in a clockwise direction to cause the slot 66a therein to embrace the cross bars 69, the oscillating movement of the bail 10 will cause the hook 66 to rise and thereby project the counterstop 52 to which it is connected upwardly into the path of a set column stop.

The oscillations of the bail 10 are effected by power furnished by the cam unit 22. A shaft i2 (Figs. 3 to 7) is journalled at its ends in bracket 13 and near its middle in a bracket 14 which brackets are secured to the front face of the plate '48. Secured on the shaft 12, to the right of the bracket 14 (Fig. 3) is an arm 15 connected by a link 16 to an arm 11 pivoted on a stud at 18 (Fig. 5) carried by the bracket 14. 'I'he arm 18 is connected by an adjustable link 19 to the left hand arm (Fig. 3) of the bail 10. Rocking of the shaft 12 in a clockwise direction (Fig. 5) will result in rocking the arm 11 and the bail 10 in the same direction on their respective studs 18 and 1i.

Secured to the left hand end (Fig. 3) of shaft 12 is an arm 86 having a pin 3| (Fig. 1) projecting through a vertical slot in the lower end of a lever 82. The latter is pivoted on a stud 83 on a bracket 84 secured to the left hand end of the rear rail '36. The upper end of the lever 82 is connected by a link 85 (Fig. 1) to a bell crank 86 journalled on the rod 29 which pivotally supports the sub-levers 28. The bell crank 86 is connected by a link 81 to the cam unit 22. This cam unit is controlled by a key lever 88 similar to the key levers which control cam units 23,

and when the key lever 95 is depressed, that is. rocked clockwise with reference to Fig. 1. the cam it 22 will be operatively connected to the power roller 20 and caused to rock in a. clockwise. direction, thereby drawing kdown the link 51 and rocking lever 85 in a clockwise direction.- This draws the link to the right (Fig. l), rocking the lever` 82 in a clockwise direction thereby, through the rpin 8| and the arm 92, rocking the shaft 12 in a clockwise direction. This movement, as explained above, will osclllate the' bail l0 in a clockwise direction to elevate any denominational counter-stop 52 which may have been coupled thereto by moving the link 98 for such stop in a clockwise direction (Fig. 5).

'I'he arm 59 is operated by the shaft 12 through a system somewhat similar to that described above for the bail 10. This system consists of a toggle arm 15a (Figs. 3 and 4.) normally held by a spring 15b against astop pin 14a carried by the bracket '|4. 'I'he arm 15a is connected by a link 16a to a toggle link 11a pivoted at one end on a stud 18a carried by the bracket 14. Link 11a is pivoted at its other end to a toggle link 11b which in turn is pivoted on a stud 18h carried by the upper end of the arm 59. Normally clocklwise rotation of the arm 59 is limited by a pin l4b carried by the bracket 14. When the shaft 12 is rocked clockwise by the cam unit 22, the toggle which is composed of the arm 15a and the link 15a is straightened thereby rocking the arm 'lla counterclockwise to bend the toggle comprising the links lla, 11b. 'Ihis draws the upper end of the arm 59 to the left in Fig. 4, or upwardly in Fig. l0, to allow the projection 58a to enter the opening 59a as shown in Fig. l1. The parts 58a, 59 are mutually self-locking, the arm 59 locking the denominational counter-stop carriage in its left hand position and projection 58a locking the arm 59 in its operated position. Thus when the denominational counter-stop carriage moves to the position of Fig. l1 the arm 59 will be locked in rocked position and thereby lock the shaft l2 in rocked position. Since bail 'l0 is locked in rocked position, any raised counterstop 52 will be locked in elevated position. When the denominational counter-stop `carriage is moved back to the position of Fig. 10 the arm 59a will be released and allow spring 15b to restore the parts connected to shaft12 to the positions shown in Figs. 4 to '1.

The movements of the links 65 to operatively couple the denominational counter-stops 52 to the operating bail 10 are effected by means of levers 90 (Figs. l, 5, 6, and 9) pivotally mounted on a rod 9| carried by a cross bar 92 which is oval in section and supported by the brackets 5|, 52. This bar 92 is slotted .transversely to guide the levers 90 and space them apart. Each of the levers 90 is disposed in the plane of one of the operating hooks 66 and its upper end is rounded at 90a to provide a bearing. surface against the right hand edge (Figs. 5 and 6) of the lower end of the linkY 65 with which it is associated, the springs 61 holding the links 56 in engagement with the rounded ends of levers 90 so as to tend to rotate said levers in a clockwise direction with reference to Fig. 6 whenever the levers 90 have been operated to engage the hooks 66 with the bail l0. Movement of the hooks or links 56 however, -is limited by one of the cross bars 58a of the frame 60. A cross bar 59h, join-v ing the sides of the frame 68 limits downward movement of the stops 52 and hooks 58 under the stimulus of the springs 51.

Each of the levers is provided with at least one guide piece 90b (Figs. 3 to 6 and 9) which is secured to the side of the rounded portion 90a and projects lhorizontally alongside of thecorresponding hook 58 to holdsaid hooks in align-l ment with their respective levers 90. There are three groups of the stops 52,4 of which the middle and right hand groups (Fig. 9) comprise three stops each, while the left hand group comprises four stops. There is a space between groups and the extreme right hand lever 90 for each group (Fig. 9) is provided with two of the guide pieces 99a located on both sides oi' the rounded portion, 'whereas the remaining levers 90 are only provided with guide pieces 90a on their left hand sides.-

The tabulsting mechanism as disclosed in theA thousands denominational orders and between I the hundred thousands and millions orders. Since in writing amounts one would never start the amount with a comma, no counter-stops 52 are provided to correspond with the blank spaces in Figs. 8 and 9. However, in cases Where neither commas nor blank spaces are used to breakup an amount as in scientific tabulations, the blank spaces shownin Figs. 8 and 9 could be filled with additional counter-stops 52. The extreme left hand stop (Fig. 9) corresponds to theposition of the decimal point, since it is usually desired to write the decimal point.

The levers 90 are connected by links 93 (Figs. 1, 2, 3, 5 and 12) to bell cranks 94 (Figs. l and l2) pivoted on a rod journalled in a frame 96. Bell cranks 94 are urged clockwise by springs 94a anchored to a cross. bar 96a of frame 96. Frame 95 is formed of a stamped platehaving upturned sides 96h pivoted by studs 91 to the brackets 6|, 62 (Fig. 1) at which point the frame is narrower than at its front end, as will be observed by comparison between Figs. 2 and 3. At its front end, the frame 96 is provided with latches 90 (Figs. 2 and 12) whichare urged in a counterclockwise direction (Fig. 12) by springs 99. These latches have hook shaped portions 98a which extendupwardly through slots in an angular support bar |00 and hook over the top surface of the horizontal portion 'of the bar, as best shown in Fig. 12, thereby holding the frame 9B up against the bar |90.

The frame 95 includes a stiffening cross bar |0| secured between the upturned sides of the iframe and supporting the bracket |02 which is located near the middle of the rod 95 to provide support therefor. The horizontal flat top surface of the angle bar |0| bears against the under side of the bar |00 and the bar I0| is provided with a hole into which projects a taper pin |03 carried by the bar lill! and projecting downwardly for the purpose of aligning the levers 94 with the denominational tabulator keys.

Each of the bell cranks 94 is formed with a lug 94b (Figs. 1, 2 and 12) located opposite the stem |04 of one of the denominational keys |05 whereby, when the frame 96y is properly latched in place. each of the bell cranks 94 may be operated by the corresponding denominational key |05. The upper ends and mid-portions of the keys |04 are guided by two channel strips |00, |01 secured to a front frame plate |00 and are transversely slotted to form guide combs for the stems |04. Cover strips |a, |01a secured to the angle strips |08, |01 and spaced from the strips by means of bushings |081), |01b keep the stems |04 yfrom moving forwardly out of the slots in the angle strips.

Each stem |04 is provided withoilset |04a which overlies a bail ||0 (Figs. l, 2 and 12) in the form of a bar pivoted by a rod to brackets ||2 carried by the angle strip |00. As shown in Figs. 1 and 2, the bail ||0 is connected by a link H3 to the key lever 88. Whenever any key |04 is depressed, the oii'set portion |04a, in moving downwardly, will rock the bailfi I0 counterclockwise (Figs. 1 and 12) thereby drawing down the link ||8 and operating the key 80. This, as was made clear above, will cause an operation'of the cam unit 22 to operate the tabulating mechanism to elevate 9. stop 52.

'I'he denominational values of the keys |08 are denotedA in Fig. 2 by the symbols above the keys. The extreme left hand key |08 selects the extreme left hand stop 82 in Fig. 9 for elevation by the actuator or bail 10 and corresponds to the decimal printing position of an amount involving dollars and cents or a decimal. The next adjacent keys in the order named are the units, tens, hundreds, thousands, ten-thousands. hundred-thousands, millions, ten-millions, and hundred-millions keys which select stops 82 which will cause the carriage to be stopped in the proper position to print the desired ilrst digit of an amount in dollars and cents. an amount involving several thousand dollars but less than ten is to be printed, the T key |00 in Fig. 2 will be depressed and its stop 82 will cause the carriage to be arrested in the proper position to print the numeral denoting the number of thousands 'of the amount.

In order to absorb slocks arising from long runs of the carriage there vis provided an automatically disengaging shock absorbing device in the form of a dash-pot which is rendered operative for actuation by the stop which is to determine the final stopping position of the main carriage. This device is arranged so that it is not eiective for short tabulating movements. 0n short tabulating runs there not only is relatively little time to build up a pressure in a dash-pot, but the main carriage would not acquire sutilcient momentum to carry it to its final stopping position. Also it has been found that on short tabulatinS movements the main carriage has a tendency to move rather sluggishly when subjected to the action of a retarding device. On long tabulating movements, the main carriage builds up considerable velocity and the inertia is sogreat that the stopping of the carriage too abruptly has a tendency to cause the main carriage to rebound and shocks arising from sudden termination of the movement of the carriage unduly' strain the operative column stop and counter-stop.

The shock absorbing device is shown at the right in Fig. 3 and in Fig. 7. Portions also appear in Fig. 8. Secured to the lower edge oi the plate 48, near its lower right hand comer (Fig. 3) is a bracket 4 on which is mounted a dashpot H5 having the usual piston to which is attached the piston rod H8. The piston rod is connected by a short link ||1 to the horizontal arm of a bell crank ||8 pivoted on a stud |I8 carried by the plate 48. This bell crank is urged For example, if u in a clockwise direction (Fig. 3) to the upper limit of travel of the piston by a spring |20 which is anchored to the vertical arm of the bell Vcrank and to a pin carried by an extension 48a ofthe plate 48. Pivoted at ||0a on the vertical arm of bell crank ||8 is a dash-pot operating member or link |2| which is urged in a counterclockwise direction by a spring |22. The left hand end of member |2|` as most clearly shown in Figs. 3 and 8 is provided with an angular offset portion comprising an upstanding lug |2|a and a horizontal lug |2|b of which the lug |2|a is bevelled while the lug |2|b rests on the top surface of a lug |23a formed in a bracket |28 secured to the plate 48 by the same screws as fasten the bracket 81 to said plate. 'I'he lug |28a` has a slot which serves to guide the upper end .of a slide |24, the lower end of which is guided in a slot in a bracket |25 secured to the front face of the plate 48. The slide |24 has a forwardly projecting portion to which is pivotedl a toggle link |28. The lower end of the toggle link is pivoted at |21a to a toggle link in the form of an arm |21 secured to the shaft 12.

When the shaft 12 is rocked clockwise as described above by the cam unit 22, the toggle com prising the arm |21 and link |28 is straightened, thereby raising the slide |24 and lifting the left hand end (Fig. 3) of the member |2|. This movement places the bevelled lug |2|a in the path of the nearest set column stop 81 to the right (Fig. 3). With movement of the main carriage to the left, with reference to Fig. 3, the set column stop will engage the lug |2|a and draw the member |2| to the left, .the upper end of the slide |24 supporting the member |2| until the carriage has moved far enough for the lug |2|b to ride off of the upper end of the slide |24. When this happens, the spring |22 will draw the member |2| downwardly until the lug |2|b again rests on the top surface o f the lug |28a and the slide |24 will then hold the member |2| in its leftward position. This movement of the member |2| to the left causes the dash-pot operating lever ||8 to be rocked counterclockwise (Fig. 3) against the tension of the spring |20 and will actuate the dash-pot I8 to retard the movement of the carriage an extent depending upon the adjustment of the dash-pot I|5 which may be provided with the usual valve to regulate the compressive effect of the air in the lower chamber of the dash-pot. It will thus be seen that the dash-pot is not continuously operated by the carriage but is effective only for a predetermined length of time and does not absorb enough of the momentum of the main carriage t0 prevent the carriage from coasting far enough to bring the set column stop into cooperation with the oper-v ative counterstop.

In the case of a very short tabulating movement being required, the set column stop which determines the final position of the carriage will have a position to the left of the lug |2|a and will not operate the member |2| which in this case will merely rest idly. It may happen, if the next set column stop to the right of the operative stop (Fig. 3) is close to the operative stop,

that the second stop will engage the lug |2|a and wholly or partially operate the dash-pot. This will have little effect as it is a short run in any case.

arm 59 in the position of Fig. l1. This, of course,

holds the shaft 12 in its rocked position and thereby, through the toggle |26, |21 holds the member `|2| in elevated position until the member is moved by the carriage, as described above, to the released position with the lu-g |2|b at the left of the slide |24. Thus, the initial movement of the counter-stop carriage to the right also effects the locking ofthe dash-pot operating mechanism in the operative position. In other words, the elevation of a counter-stop into'a position to cooperate with a set column stop also results in the elevation of the operating member |2| and the locking of such member and column stop in the elevated position prior to any movement of the carriage, and it requires a movement of the main carriage to the left to restore the counter-stop carriage, the counterstop, and the dash-pot operating lever |2| to their normal positions shown in the drawings.

Before restoration of the counter-stop carriage and dash-pot operating member |2| can take place the main carriage must move freely to the desired denominational stopping position determined by the set counter-stop, and in order' to permit thisthe escapement pawls must be released. The escapement pawls are designated |28 in Figs. 1, 4, 8 and 13, and cooperate with the usual escapement rack |23 secured to the under side of the main carriage 34. Pivoted at |38 (Figs. l, 4, 8 and 13) on the rear rail 38 is an escapement release lever |3| which has a downwardly, forwardly, and upwardly' recurving lug |3|a which projects through the planes of the pawls |28 as mostclearly shown in Fig. 8. This lever also has a lug |3|b which cooperates with a bail |32 pivoted on the main carriage and operated by the usual-carriage release levers (not shown). When .the bail |32 is rocked clockwise (Fig. 1) by the main carriage release levers, the lever |3| is rocked ccunterclockwise with reference to Fig. 8 causing the lug |3|a to travel upwardly in Fig. 8 or to the left in Fig. 4 thereby disengaging the escapement pawls |28 from the rack |29.: The arm 59 is formed with an upstanding `lug 59h (Figs. 4 and 8) which projects upwardly between the sides of a U-shaped bracket |33 secured to the lever |3|. When the arm 59 is rocked counterclockwise (Fig. 4) by the oscillation of shaft 12 produced by the cam unit 22, as described above, the lug 5317 travels to the left in Fig. 4, or upwardly in Fig. 8 and disengages the escapement pawls |28 from the rack |29. Owing to the locking of the arm 59 by the projection 58a, the pawls |28 will be held disengaged until the counter-stop carriage has been moved to the left (Figs. 3 and 8) to disengage the arm 59 and permit the shaft 12 to rock back to its starting position.

In order to prevent rebound when the main carriage is nally stopped by the counter-stop carriage reaching its normal left hand position (Figs. 3 and 8) there is provided a rebound dog which is brought into action by the oscillation of shaft 12 and the movement of the denominational carriage. The rebound dog is designated |34 (Figs. 3 to 6 and 8) and is pivoted by a stud |35 to a bracket |36 supported by bent-over lugs 51a. formed in the brackets 51. The dog |34 is ,urged in a clockwise direction (Fig. 3) by a 'e soring |31 and is formed with a lug |34a extendl ing forwardly and horizontally at right angles to the body of the dog. Mounted on the lugs "f 51a, between the bracket |36 and said lugs, is

a. guide plate |38 which, -among other things,

is provided with a slot to guide the end of the arm 59h and also has a downward extension |38b. The bracket |36, the plate |38, and the extension I38b of such' plate, have vertically aligned slots guiding a slide |39, the upper end of which is notched to provide a hook |39a (Fig. 6) overlying the lug |34a. A spring |40, anchored to the slide |39 and to the cross bar 68a tends to draw the slide |39 .downwardly as most clearly shown in Fig. 6.

The slide |39 has a horizontal and rearwardly extending lug |39b which rests upon a pin |4| carried by an arm |42 fixed to the shaft 12. When the shaft 12 is oscillated in a clockwise direction with reference to Fig. .6 as described above, the pin |4| rises and lifts the slide` |39. This permits the dog |34 to be rocked clockwise (Fig. 3) by its spring |31 until it is stopped by engagement of a tail |341)` in the dog |34 with a stop pin |43. The pin |43 is mounted on a slide |44 Whichis horizontally movable on studs |45 carried by the bracket |36. This slide |44, for practical purposes, may be considered as part of the counter-stop carriage because of the fact that the slide is formed with a slotted lug |44a (Fig. 8) which fits in a groove in the head of a stud |46 screwed into the left hand block 54 (Fig. 8). By turning the stud |46, the relation of the slide |44 to the counter-stop carriage may be adjusted and thereby the position of the pin |43 in relation to the tail |34a may be regulated.

Adjustment and`| timingof the parts is such that the counter-stop carriage is not released for movement to the right hand' (Figs. 3 and 8) until the shaft 12 has practically reached the end of the oscillation effected by the cam 22.

During this movement of the shaft, however, the

slide |39 is raised permitting the rebound dog |34 to rock clockwise until the tail |34a strikes .the pin |43. This engagement of the tail with the pin will occur at about the time the counterstop carriage is released with the result that the pin |43 will move to the right in Fig. 3v and rock the dog |34 counterclockwise back to the position of Fig. 3 and will hold it in this postop, the pin |43 will be :noved back to the position of Fig. 3 thereby allowing the dog |34 again to rock clockwise. This movement will cause the end of the dog to engage the rebound rack 41 at about the time when the final stoppage of the carriage occurs, with the result that the main carriage will be trapped and' prevented from rebounding during the critical period. The actual release of the arm 59 which will permit the restoration of the rebound dog |34, and other parts which have been locked in position by such arm will not occur until the counter-stop carriage 'has been virtually fully restored. It will be understood, of course, that the inertia of the,

full extent to the home position and positively n stopped before the actual restoration of the shaft 12 and other parts connected thereto or acutated thereby takes place. It will be evident that the restoring movement of the counter-stop carriage 'I5y will take place in a very small fraction of a second which is insufllcient to even allow the shaft 12 to get started back to its normal position because of the very short travel of the denomina.- tiona1 counter-stop carriage.

It is desirable to provide interlocks to prevent simultaneous operation of both the tabulating mechanism and the carriage return mechanism, as it is quite possible that the operator might accidentally operate both a tabulating key and a carriage return key. O'ne of these interlocks comprises a lever |41 (Figs. 2 and 12) pivoted on a stud |45 carridby the framework. This lever has a lug |4111' which projects upwardly directly underneath the carriage return key"|49v and has a hook-shaped portion |41b locatedslightly below the bail which it will be recalled, operates the key lever 55 controlling the cam unit 22. When the baill I0 is depressed by any tabulating key |05, the bail moves downwardly far enough to block movement of the lever |41 in a clockwise direction (Fig. 2) and thereby prevents depression of the carriage return key |49. 0n the other hand, when the carriage return key |45 is depressed the hookshaped portion |41b moves underneath the bail ||0 and prevents depression of a tabulating key |05.

It is possible that the counter-stop 4carriage might be locked in the position of Fig. 11, with a stop 52 in elevated position, when the carriage return key isl operated. If this happens, the carriage will move in the opposite direction to that which it moves during a tabulating movement with the result that one of the set. column stops will strike the said stop 52 and try to move the counter-stop carriage further to the right of its released position which, of course, would be impossible. As a result the counter-stop or the column stop probably would be broken because these parts are usually heat-treated and, even if they were not, they would be likely to be bent tc such an extent as to impair the accuracy of the tabulating mechanism. It is also possible that the carriage return tape might become broken. In order to prevent this, means are provided to automatically unlatch the arm 55' by moving the counter-stop carriage to the left, back to normal position before the main carriage can move. For this purpose, there is provided fore the carriage has moved at all or, at the most, any appreciable distance, because of the fact that there is some slippage in the carriage return clutch and the cam unit which operates the clutch has such a fast action that it completes its operation ofthe lever |53 before the carriage actually moves.

Additional control of the movement of the main carriage is provided by the usual carriage friction brake which coacts with dash-pot ||5 to prevent the main carriage frow attaining an excessive. velocity, particularly on long runs. In Fig. 13 the numeral |55 designates the usual carriage spring motor which is connected by a tape |51 to the main carriage 34 for moving the carriage in a letter spacing direction. The rotating parts of the spring motor are loosely mounted upon a stud I 51 carried by the framework of the machine. A bushing |55a, which is fixed to that part of the spring motor to which the tape |51 is connected, is threaded to receive lock nuts like |55b. Rotatably mounted on the bushing |55a is a ratchet 59 between which and the spring motor 55 is a friction washer |50 made of a material having high frictional qualities like automobile brake lining. Interposed between the nuts |55b and the ratchet I 51 is a vfriction spring |5| having four prongs spaced equal distances apart which press the ratchet 59 and the-friction washer |50 toward the spring motor |55. By adjusting the nuts |55b on the bushing |55a pressure of the friction washer |50 on the spring motor |55 may be regulated to the desired degree. During letter spacing movement of the main carriage the assembly comprising the spring motor |55, the ratchet |59, the friction washer 50, and the friction spring |5| rotates as a unit on the stud |51. However, if the ratchet |59 is held against movement, the motive power furnished by the spring a release lever (Figs. 4, 8 and 13) pivoted on a stud |5| carried by a bracket |52 secured' to the front face of the plate 45. The rear end of the lever |50 extends to the right of a pin 55h on the plate 58, while the forward end of the lever extends into the plane of the carriage return clutch trip lever |55. This lever (Fig. 13) is pivoted at |54 on the rear rail 35 and is rocked clockwise when a carriage return operation is initiated by depressing the carriage return key |49.

The carriage return mechanism may be substantially the same as the one described in Patent No. 2,157,053. It will sufilce to state here that, when the carriage return key |49 is depressed, a cam unit similar to the cam unit 22 is rendered'operative to engage the carriage return clutch and at the same time rock the trip lever |53 (Fig. 13) clockwise. through the medium of a link |55. 'I'his movement causes the lever |50 to be rocked counterclockwise (Fig. 8) thereby forcing the counter-stop carriage to the left in Fig. 8 to release the arm 59. This will permit restoration of the' tabulating mechanism to normal position and this will take place bwill be reduced by the friction braking eiort, thereby preventing the main carriage from accelerating too rapidly.

For the purpose of holding the ratchet immovable during the tabulating movement of the main carriage, there is provided a detent |52 which is slotted at one end to slide on a stud |53 carried by the framework while the other end has an L-shaped slot |5la receiving a. pin |54a on one arm of a three-armed lever |54 which is pivoted on the stud |55. The detent |52 has a bent-over lug or tooth |62a designed to enter a tooth space in the ratchet 59 when the detent |52 is rocked clockwise (Fig. 13). Normally the spring |55, anchored to the detent |52 and to another of the arms of the lever |54, holds the detent |52 upwardly in the position of Fig. 13

with the pin |54a vin the apex of the slot Isla.

One of the arms of the lever |54 is connected by a link |55 to one arm of the lever |51 (Figs. 1 and 3) pivoted-,on a Astud 55 carried by the bracket 54. 'I'he other arm of the lever |51 is connected by a link |59 to a lug 82a formed in lever 52 which, it will be recalled, is rocked clockwise (Fig. 1) whenever the cam unit 22 actuates the tabulating mechanism. It is apparent that the lever |51 will be rockedclockwise (Fig. l) every time a tabulating operation takes place, causing the link |55 to be thrust downwardly (Fig. 13) thereby rocking the lever |54 clockwise. 'This causes the lug |52a to enter a tooth space in the ratchet |59 to Ihold the latter against rotation. The length of the slots in the upper end of the detent |52 and the portion of the slot |53a which is in line therewith is such that theV ratcnet |50 is allowed to turn a tooth space or two before it is finally stopped by the pin |64a and the stud |63 striking the upper ends of the slots in detent |82. This allows a few letter spaces of movement of the main carriage before any braking effect is exerted and takes care of extremely short tabulatlng movement where it isA not desired to have the main carriage retarded to any extent.

On a short run the main carriage does not ordinarily operate very rapidly and to stop it by a braking force under these conditions would make the short tabulating movements too sluggish. The last motion of the detent |62 also allows the main carriage to acquire a little veloclty unhampered and to some degree helps to make the longer runs a little faster without permitting too great an acceleration of the main carriage.

E Owing to the fact that the coeilicient of kinetic friction ls lower than the coefficient of static friction and decreases with the increase in the relative velocity between the parts in friction, the braking effect tends to diminish somewhat as the carriage increases in speed. Thus, while the friction brake described herein materially assists in reducing shock by reducing the speed of the carriage, it is not fully effective.v The.

dash-pot l l comes into action and is released a predetermined time before the carriage stop counter-stop 52. This makes it possible to set a finally strikes the counter-stop 52 and exerts A a short additional checking force upon the carriage before being released. Then the carriage is permitted to move a further distance subject only to the retarding force exerted by the friction brake. The dash-pot has the opposite characteristic of increasing its retarding force with velocity and is relatively ineffective at the lower velocity resulting from short runs of the carriage. On account of the fact that the brake disclosed in Fig. 13 is operating more nearly under the conditions of static than kinetic friction and talso operating under the maximum kinetic friction the carriage brake is more efcient at the lower speeds oi the carriage than at the higher speeds of the long tabulating runs, Thus the brake prevents initially a too rapid acceleration of the carriage while the dash-pot does not interfere with rapid acceleration of the main carriage in short runs but does considerably reduce the velocityl of the carriage on the longer runs only near the end of the run.

It may be desired to use a tabulating mechanism as a simple columnar tabulator as in writing indented material which may require several indentations. For this purpose the tabulatingy key 26, instead of being mounted on a key lever like the other keys 26, is mounted on one arm of a U-shaped frame lll (Figs. 1 and 2) pivoted on studs |12 passing through lugs |000, formed in the plate |08 and threaded to holes in the frame ill. The other arm of the frame lll has a pin i'lla which overlies a projection |0417 formed in the decimal point tabulating key |05. Thus, when the tabulattng key 26 is depressed, the decimal point tabulating key |05 will also be depressed and will cause the elevation of the extreme left.hand stop 52 (Fig. v9). This stop 52 is located a little to the right of the stop setting head 4Ia, so that when the carriage is stopped by the stop 52 for the decimal point position, as determined by any of the set column stops 31, vthe set column stop and the escapement pawls |28 are released and the main carriage will move about half a letter space to the left of the decimal column stop to correspond to the lirst letter space of an indented column by merely moving the carriage, to the desired position and pressing the stop setting key 39.

While there have been shown and described and pointed out the fundamental novel features of the invention as applied to a single embodiment it will be understood that various omissions and substitutions and changes in the form and details of the device illustrated and in its operation may be made by those skilled in the art, without departing from the spirit of the invention. It is the intention, therefore, to be limited only as indicated by the scope of the following claims.

What is claimed is:

1. In a machine of the class described, a main carriage, a column stop moved by the main carriage, a counter stop carrier movable from a normal position to an advanced position in a direction counter to a letter spacing movementof the main carriage, a, series of denominational stops mounted in said carrier for movement to intercept said column stop; a series of denominational keys, each associated with one of said denominational stops; actuating means controlled by the keys for selectively moving the counter stops to intercept the column stop, and means releasable by the actuating means for retaining the carrier in normal position, said releasable means including means operative. when the carrier is in 'the advanced position to hold the selectively moved counter-stop in intercepting pov sition and releasable by movement of the carrier back to normal position when the column stop is intercepted by the selectively moved counterstop.

2. In a machine of the yclass described, a main frame, a platen carriage mounted on the main frame, column stops on the carriage, a counterstop carriage mounted on' the main frame for movement counter to the letter-spacing movement of the carriage, counter-stops mounted on the counter-stop carriage for movement into the path of the column stops on the carriage; means to move the second carriage counter to letter spacing movement of the main carriage to an advanced position, said second carriage When moved to the advanced position with one of said counter-stops in the path of a column stop being restored by-movement ofthe carriage in a letter spacing direction; a series of denominational keys, each associated with one of said stops; means controlled by said keys for moving the counter-stops into the path of the column stops, means controlled by said keys for rendering the moving means for the counter-stop carriage effective'to move said counter-stop carriage to the advanced position, and means releasable by movementof the `counter-stop carriage back to the normal position for releasing the counterstop.

3. In a machine of the class described, a main framel a carriage mounted in the main frame for letter spacing movement, letter spacing mechanism for the carriage, column stops on said carriage, a supplemental carriage movable from a normalposition to an advanced position in a direction counter to letter spacing movement of the carriage, denominational stops mounted on said supplemental carriage for movement into the path of the column stops, means' to move the supplemental carriage to the advanced position; means to render the moving means operative and lock any moved denominational stop in its moved position. said locking means being releasable by a movement of the supplemental carriage back to its normal position effected by engagement of a column stop with the moved counter-stop; a series of denominational keys, and means controlled by said denominational keys for moving sald'counter-stops and rendering the supplemental carriage moving and locking means eiective.

4. In a tabulating mechanism. a column stop, a carrier movable toward said column stop, a series of denominational counter-.stops mounted in said carrier for movement into a position to intercept the column stops, normally restrained means for moving said carrier toward the counter-stop and rendered effective by the movement of a selected counter-stop to intercept the column stop, and means rendered effective by the movement oi' the carrier toward the column stop for locking the selected counter-stop in intercepting position, said locking means being released upon interception of the column stop by the selected counter-stop through a restoring movement of said carrier eiected by the coaction between the column stop and the selected counterstop.

5. In a tabulating mechanism. a column stop carriage and a counter-stop carriage movable in parallel paths, a column stop on said first carriage, counter-stops mounted on the second carriage for movement to a position to intercept the lcolumn stop, means to selectively move the counter-stops to intercepting position, means rendered effective to move the second carriage toward the column stop when a counter-stop is moved to intercepting position, and means to lock the counter-stops in the intercepting position releasable by a restoring movement of the second carriage eilected by the engagement of the column stop with the selected counter-stop.

6. In a machine of the class described, a main carriage, a supplemental carriage, a column stop moved by the main carriage, a series of denominational counter-stops mounted on the supplemental carriage for movement to positions to intercept the column stop, power actuating means controlled by said keys for selectively moving the counter-stops to column-stop intercepting position, and means to retain the power actuating means in actuated position so as to hold the selected counter-stop in column stop intercepting position, said retaining means being releasable by movement of the supplemental carriage effected by the engagement oi the column stop and selected counter-stop.

'7. In a machine of the class described, a main carriage, a column'stop moved by the main carriage, a counter-stop 4carrier movable from a normal position to an advanced position in a direction counter to letter spacing movement of th'e main carriage, a series of denominational counter-stops mounted in said carrier for movement to intercept said column stop; a series of denominational keys, each associated with one of said counter-stops; actuating means controlled by the keys for selectively moving the counterstops to intercept the column stop; and means alternatively eiective to hold the carrier in normal position and to hold the selectively moved counter-stop in column stop intercepting position when the carrier is in the advanced position, including an element actuated by the carrier and a coacting element actuated by the stop moving means, the rst element having a latching relation to the second element when the carrier is in advanced position released by movement of the carrier back to normal position -eii'ected by the engagement of the column stop with the selectively moved counter-stop, the second element having a latching relationship with the ilrst element to hold the carrier in normal position, said second element, when operated by the actuating means, releasing the ilrst element to enable said carrier to move to advanced position.

8. In a machine of the class described, a main carriage, a column stop moved by the vmain carriage, a counter-stop carrier movable from a normal position to an advanced position in a direction opposite letter spacing movement of the main carriage, a series of denominational counter-stops mounted in said carrier for movement to intercept said column stop; a series of denominational keys, each associated with one of said denominational stops; actuating means controlled by the keys for selectively moving the counter stops to intercept the column stop; and means for controlling the movement of said carrier to advanced position and for holding said selectively moved stop in the intercepting position, said means including two mutually coactive elements having an interlocking relation with each other whereby, when one is operated or restored, the other is rendered ineffective or effective, respectively, one of said elements being operated by the actuating means and the other by the carrier through a restoring movement thereof effected by engagement of the column stop with the selectively moved counter-stop.

9. In a machine of the class described in combination with a carriage, a row of column stops i'or determining different columnar positions o! the carriage, a row of denominational counterstops for determining denominational positions of the carriage in each column by cooperation with said column stops, a carriage for the counter-stops; a series of denominational keys, each corresponding to a counter-stop; power means for moving the counter-stops 'into the path of the column stops controlled by said keys, and means controlled by said power means for moving said counter-stop carriage from a normal position to an advanced position from which said counter-stop carriage is restored by movement imparted thereto by the engagement of a column stop with a counter-stop.

10. In a machine of the class described, in combination with the main carriage, a row of column stops for dening different columnar positions of the carriage, a row of counter-stops for deilning different denominational positions oi!V d from' a normal position to an advanced position in the line of travel of a column stop so as to be engageable thereby, in the course of movement of the main carriage, to push said supplemental carriage backto the normal position; means to move said supplemental carriage; a series of denominational keys, each associated with one of said counter-stops for controlling said moving means and for controlling the movement of the column stop into the path of a counter-stop, a rebound rack movable by the main carriage, a rebound check, means tending to move the rebound check into cooperation with the teeth of the rebound rack, means releasable under control of said keys for enabling the rebound check to move into engagement with the rebound rack, and further means controlled by said carriage and to render the locking means operative, carriage return initiating means, and means controlled by said initiating means for restoring the carriage from the advanced position to the normal positoin to thereby release said locking means.

12. In combination, a main carriage. a column stop moved by the main carriage, a rebound rack vanced position in acllrection counter to letter spacing and tabulating movement oi' the'column stops, said supplemental carriage being retracted by movement imparted thereto by a column 'stop engaging one of said counter-stops; means controlled by the position of said carriage for locking the counter-stops in the path of the column stops. denominational keys one for each counterstop, means controlled by said keys for moving 20 the counter-stops into the. path oi' the column stop, means controlled by said keys for moving moved by the main carriage, denominational counter-stops; a counter-stop carrier having means to mount said counter-stops for movement to intercept the column stop in its movement. said carrier being mounted for movement by the column stop through engagement of the latter with a selected one of the counter-stops; means to selectively move the counter-stops into intercepting position. and a. rebound check released by the operation of the settable means and movable into engagement with the reboundl rack by movement of said carrier.

RICHARD VON REPPERT. 

